CN115352471A - High-speed train lift wing posture adjusting mechanism - Google Patents
High-speed train lift wing posture adjusting mechanism Download PDFInfo
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- CN115352471A CN115352471A CN202211206908.9A CN202211206908A CN115352471A CN 115352471 A CN115352471 A CN 115352471A CN 202211206908 A CN202211206908 A CN 202211206908A CN 115352471 A CN115352471 A CN 115352471A
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C15/00—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels
- B61C15/04—Maintaining or augmenting the starting or braking power by auxiliary devices and measures; Preventing wheel slippage; Controlling distribution of tractive effort between driving wheels by controlling wheel pressure, e.g. by movable weights or heavy parts or by magnetic devices
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B61—RAILWAYS
- B61C—LOCOMOTIVES; MOTOR RAILCARS
- B61C17/00—Arrangement or disposition of parts; Details or accessories not otherwise provided for; Use of control gear and control systems
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T30/00—Transportation of goods or passengers via railways, e.g. energy recovery or reducing air resistance
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Abstract
The invention relates to the technical field of mechanical-electrical-hydraulic integrated equipment, and discloses a high-speed train lifting wing attitude adjusting mechanism, which comprises: the frame is arranged in the top area of the train, the frame is hinged with a connecting rod, the other end of the connecting rod is hinged with a cross frame, and the cross frame is connected with the lift wing; the end part of the transverse frame is connected with a main push rod, one end of the main push rod is hinged on a main sliding block, and the other end of the main sliding block is connected with a driving unit; the lift wing is also hinged with a secondary push rod, the secondary push rod is connected with a secondary sliding block, and the secondary sliding block is arranged in parallel with the main sliding block and is connected with the driving unit. The attitude adjusting mechanism has higher reliability and accurate control capability under the action of a single power source to realize the attitude changes of recovery, lifting, attack angle adjustment and the like of the vehicle-mounted pneumatic lift wing of the high-speed train, can effectively reduce the abrasion between wheel rails, and can reduce the adhesion resistance of the wheel rails to reduce the running energy consumption; meanwhile, the mechanism is simple in structure, single in power source and easy to achieve light weight, high rigidity and energy-saving design.
Description
Technical Field
The invention relates to the technical field of mechanical-electrical-hydraulic integrated equipment, in particular to a mechanism for adjusting the attitude of a lifting wing of a high-speed train.
Background
The wheel-rail coupling relationship affects the running state of the high-speed train, the wheel-rails continuously rub and generate loss, the dynamic performance of the train is obviously deteriorated, the service life is shortened, and the insecurity is increased. The reduction of the abrasion of the wheel rail not only can prolong the stable running time of the train, but also can reduce the operation and maintenance cost.
In recent years, researchers have proposed a new idea of reducing wear of wheel rails by means of aerodynamic lift, and aerodynamic lift wings are mounted on the top of a train to transmit aerodynamic lift in a high-speed running state to a train body so as to reduce loads on springs and further reduce mass loads contacted by the wheel rails. Under the action of the ground effect, the vehicle-mounted lifting wing compresses air flow between the lower wing surface and the roof, the pressure below the wing is increased, the lifting force of the wing is increased, the wing tip induced resistance is reduced, and the lift-drag ratio is improved. In the running process of the train, when the running speed is low, the effect of the lift wing is small, and at the moment, the lift wing is recovered into the outline of the train body to reduce the aerodynamic resistance; after the running speed is increased, the vehicle body is lifted to the outside of the outline of the vehicle body, a larger aerodynamic lift force is obtained at the cost of certain aerodynamic resistance, aerodynamic lift forces with different sizes are obtained by adjusting the attack angle, and finally the reduction of the load on the spring is realized. How to realize actions such as recovery, lifting, attack angle adjustment and the like of a lifting force wing assembly mechanism under the action of a single power source becomes an important ring, and the prior art has various problems, such as complex structure of an adjusting mechanism, poor reliability of the mechanism and inaccurate function control.
Disclosure of Invention
The invention provides a high-speed train lifting wing attitude adjusting mechanism, which solves the problems in the background technology.
A high-speed train lift wing attitude adjustment mechanism comprises: the frame is arranged in the top area of the train, the frame is hinged with a connecting rod, the other end of the connecting rod is hinged with a cross frame, and the cross frame is connected with the lift wing; the end part of the transverse frame is connected with a main push rod, one end of the main push rod is hinged on the main sliding block, and the other end of the main sliding block is connected with the driving unit; the lifting wing is also hinged with a secondary push rod, the secondary push rod is connected with a secondary sliding block, and the secondary sliding block is arranged in parallel with the main sliding block and is connected with the driving unit; and a rigidity element and a damping element are also arranged between the driving unit and the main sliding block.
Adopt above-mentioned technical scheme's beneficial effect: the lifting wing is connected to the cross frame, the cross frame is hinged to the push rods, the main push rod is hinged to the cross frame, the secondary push rod is hinged to the lifting wing, the recovery, lifting and attack angle adjustment actions of the lifting wing can be achieved by driving the main push rod and the secondary push rod, posture adjustment of the lifting wing under different requirements is completed, and the vehicle-mounted pneumatic lifting wing of the high-speed train not only can reduce abrasion of a wheel rail, but also has the advantage of reducing wheel rail adhesion resistance to reduce part of energy consumption; in addition, the rod pieces are connected with the lifting wing through hinges, the reliability is good, and the posture and the position of the lifting wing can be accurately controlled.
Furthermore, the main slider and the secondary slider are coaxially arranged, through holes are formed in the center axes of the main slider and the secondary slider, a driving rod is arranged through the through holes, one end of the driving rod is fixedly connected with the secondary slider, and the other end of the driving rod is connected with the driving unit.
The beneficial effects of adopting the above technical scheme are as follows: the main slider and the secondary slider that set up coaxially are connected with actuating lever an organic whole, are convenient for slide through single power supply drive main slider and secondary slider, not only can the energy saving, make overall structure more succinct moreover, and simultaneously, the main push rod of being connected with main slider, the secondary push rod of being connected with secondary slider are better in the synchronism in the action, make the posture adjustment of lift wing in controllable within range all the time.
Furthermore, one end of the driving rod is provided with a step surface, and the driving rod is in limit clamping connection with the secondary slide block through the step surface and is arranged in a sliding manner with the main slide block; the rigidity element and the damping element are arranged on the step surface of the driving rod outside the main sliding block, and the axes of the rigidity element and the damping element are parallel.
Adopt above-mentioned technical scheme's beneficial effect: set up the step face of co-altitude on the actuating lever, on the one hand, be convenient for carry on spacingly with the slider joint, on the other hand provides the location for the installation of rigidity component, damping element.
Furthermore, a guide seat is arranged on the machine frame, and the main sliding block and the secondary sliding block pass through the guide seat to do reciprocating linear motion.
The beneficial effects of adopting the above technical scheme are as follows: the main sliding block and the secondary sliding block both penetrate through the guide seat, so that the sliding blocks always perform reciprocating linear motion, the consistency of each cycle action of the lift wing is ensured, and the reliability is improved.
Furthermore, a support rod is rotatably arranged on the frame, and the other end of the support rod is hinged with the connecting rod.
The beneficial effects of adopting the above technical scheme are as follows: the supporting rod plays a role in dispersing the bearing force on the connecting rod, can limit the motion track of the connecting rod and accurately control the posture and the position of the lifting wing.
Furthermore, the connecting rods below the lifting wings are all the same in size and are arranged in parallel.
Furthermore, the two adjacent connecting rods are in cross rotating connection.
Further, the stiffness element comprises a coil spring, a belleville spring, a block of compressible elastomeric material.
Further, the damping element comprises a hydraulic damping rod, an electrorheological damper, a magnetorheological damper, a friction damper, a variable damping gas spring and an eddy current variable damper.
Further, the driving unit comprises a hydraulic cylinder and an electric screw rod.
The invention has the following beneficial effects:
(1) Under the action of a single power source, the attitude adjusting mechanism has higher reliability and accurate control capability to realize the attitude changes of recovery, lifting, attack angle adjustment and the like of the vehicle-mounted pneumatic lift wing of the high-speed train, can effectively reduce the abrasion between wheel rails, and can reduce the adhesion resistance of the wheel rails to reduce the running energy consumption.
(2) The adjusting mechanism is simple in structure, single in power source, reliable in connection mode of the rod piece and the lifting wing, and easy to achieve light weight, high rigidity and energy-saving design.
(3) The adjusting mechanism has compact structure, reasonable layout and small occupied space, is matched with the structure of the train body of the existing high-speed train, and is favorable for quick installation and use.
Drawings
FIG. 1 is a schematic view of a recovery attitude of an adjustment mechanism according to a first embodiment of the present invention;
fig. 2 is a schematic view illustrating a lifting posture of an adjusting mechanism according to a first embodiment of the present invention;
FIG. 3 is a side view of the structure of FIG. 1;
FIG. 4 is a side view of the structure of FIG. 2;
FIG. 5 is an exploded perspective view of an adjustment mechanism according to one embodiment of the present invention;
FIG. 6 is a perspective view of an adjustment mechanism according to a first embodiment of the present invention;
FIG. 7 is a second perspective view of the adjustment mechanism according to the first embodiment of the present invention;
FIG. 8 is a schematic diagram illustrating the attitude of each stage of the adjustment mechanism according to the first embodiment of the present invention;
FIG. 9 is a diagram illustrating a connection relationship between a connecting rod and a cross frame according to an embodiment of the present invention;
FIG. 10 is a diagram illustrating a connection relationship between a connecting rod and a cross frame according to a second embodiment of the present invention;
fig. 11 is a schematic perspective view of an adjusting mechanism according to a third embodiment of the present invention.
In the figure: 101-a frame; 102-a connecting rod; 103-a cross frame; 104-a main push rod; 105-a main slider; 106-support rods; 201-secondary push rod; 202-secondary slide; 203-a drive rod; 301-a stiffening element; 302-a damping element; 303-a drive unit; 401-lifting wing.
Detailed Description
The principles and features of this invention are described below in conjunction with the following drawings, which are set forth by way of illustration only and are not intended to limit the scope of the invention.
Example one
Referring to fig. 1 to 9, the present invention provides a high-speed train lifting wing attitude adjusting mechanism, including: the lifting wing device comprises a rack 101, a connecting rod 102, a cross frame 103, a main push rod 104, a main slide block 105, a supporting rod 106, a secondary push rod 201, a secondary slide block 202, a driving rod 203 and a lifting wing 401 which are arranged in the top area of a train, wherein the rack 101 is positioned lower than the roof of the train, and space is provided for recovering and storing the lifting wing 401 and an adjusting mechanism;
four connecting rods 102 are hinged to a pin shaft on the rack 101, the four connecting rods 102 are the same in size and are distributed in a rectangular shape, a cross frame 103 is hinged to the other end of each connecting rod 102, and the cross frame 103 and the connecting rods 102 form a frame body capable of rotating around a connecting point of the connecting rods 102; the crossbearer 103 is connected in the below of lift wing 401, rotates through the support body and drives lift wing 401 and carry out gesture and position control.
Four supporting rods 106 are rotatably connected to the frame 101, each supporting rod 106 is close to one connecting rod 102, the other end of each supporting rod 106 is hinged to the corresponding connecting rod 102, the supporting rods and the connecting rods 102 and the frame 101 are combined to form a force triangular structure, the motion track of the connecting rods 102 is standardized, the bearing force borne by the connecting rods 102 and the transverse force of the mechanism are dispersed, and meanwhile, the connection between the whole adjusting mechanism and a train body can be strengthened.
One end of the cross frame 103 is connected with a main push rod 104, the main push rod 104 is hinged with the cross frame 103 through a pin shaft, and the other end of the main push rod 104 is hinged on a main sliding block 105; the lifting wing 401 is further hinged with an auxiliary push rod 201, the auxiliary push rod 201 is connected with an auxiliary sliding block 202, the auxiliary sliding block 202 and the main sliding block 105 are both in a U-shaped structure, the size of the main sliding block 105 is larger than that of the auxiliary sliding block 202, the auxiliary sliding block 202 is contained in the main sliding block 105 due to the coaxial arrangement of the main sliding block 105 and the auxiliary sliding block 202, through holes are formed in the bottoms of the main sliding block 105 and the auxiliary sliding block 202, the two through holes are in the same straight line, and the driving rod 203 is installed through the two through holes; the driving rod 203 is provided with a step surface structure in the radial direction, the secondary slider 202 is clamped and limited through the step surface structure to prevent relative movement, the driving rod is arranged in a sliding manner with the main slider 105, and when the main slider 105 and the driving rod 203 slide relatively, the rigidity element 301 and the damping element 302 start to act; a rigid element 301 and a damping element 302 are arranged on the driving rod 203 on the side far away from the main slider 105, a driving unit 303 is connected to the end face of the driving rod 203 on the side, and the main slider 105 and the secondary slider 202 are pushed and pulled to do reciprocating motion through the driving unit 303; the guide seat is arranged on the machine frame 101, the guide hole is formed in the guide seat, the main sliding block 105 and the secondary sliding block 202 penetrate through the guide hole to do reciprocating linear motion, the action range of the main sliding block 105 and the secondary sliding block 202 is limited, and the position and the posture of the lift wing 401 can be controlled accurately.
The rigidity element 301 and the damping element 302 are arranged on the step surface of the driving rod 203, the axial lines of the rigidity element 301 and the damping element 302 are parallel to the axial line of the driving rod 203, the rigidity element 301 is compressed and preloaded when being installed on the driving rod 203, the main slider 105 is pressed through the elastic force of the rigidity element 301, and the main slider 105 is prevented from swinging on the step surface; the damping by the damping element 302 dissipates the vibrations received and transmitted by the lift wings 401 on board the vehicle.
The stiffness element 301 comprises a coil spring, a belleville spring, a block of compressible elastomeric material.
The damping element 302 includes a hydraulic damping rod, an electrorheological damper, a magnetorheological damper, a friction damper, a variable damping gas spring, and an eddy current variable damper.
The driving unit 303 is used for driving the driving rod 203 to perform linear motion, and includes a hydraulic cylinder and an electric screw rod. Be equipped with normally closed locking device on drive unit 303, normally closed locking device is used for positioning drive pole 203 and guiding mechanism when lift wing 401 is in the lifting state, and normally closed locking device is prior art, and its basic action principle is: the device clamps for a long time under the action of mechanical energy stored in preload, additionally inputs acting force to release the clamping when needed, and continues to recover the clamping action of contact between structures after the acting force is cancelled.
Example two
Referring to fig. 10, four connecting rods 102 are arranged on a frame 101 in a rectangular shape, wherein two adjacent connecting rods 102 are arranged in a crossed manner, the crossed point is located in the middle of the connecting rod 102, the two connecting rods 102 are hinged and connected through a pin shaft to form a scissors shape, and the rest components, the arrangement and the connection mode of the adjusting mechanism are the same as those in the first embodiment.
EXAMPLE III
Referring to fig. 11, the main slider 105 and the secondary slider 202 are disposed on the lower side of the lift wing 401, and the driving unit 303 is disposed in the U-shaped cavity of the secondary slider 202, and the rest of the structure, the arrangement and the connection manner are the same as those in the first embodiment, and the arrangement can further reduce the occupied space of the whole mechanism, so that the mechanism is compact. Compared with the arrangement in the first embodiment, the arrangement is that the main sliding block 105 and the secondary sliding block 202 are reversely connected to the push rod.
Taking the first embodiment as an example, the working process of the lift wing mechanism of the invention refers to fig. 8:
(a) When the lifting wing 401 is in a recovery state, the driving unit 303 is located at the outermost side, the driving unit 303 is locked at a determined position relative to the frame 101 by a normally closed locking device, and the lifting wing 401 is recovered below the roof under the action of a relative position connection relationship determined by the whole mechanism.
(b) The normally closed locking device of the driving unit 303 is opened, the driving unit 303 applies driving force to the driving rod 203 to push the main slider 105 and the sub slider 202 to move leftwards, at this time, the connecting rod 102 rotates around the pin shaft connecting point on the rack 101 to realize the lifting action of the cross frame 103 and the lifting wing 401 until the main slider 105 contacts with the upper limit structure (stop) of the rack 101 to stop moving. Meanwhile, due to the change of the relative angle between the main push rod 104 and the sub push rod 201, the bottom surface horizontal line of the lift wing 401 moves with the mechanism into a negative attack angle attitude.
(c) The normally closed locking device of the driving unit 303 is opened, the main slider 105 stops moving due to contact with the upper limit mechanism (stopper) of the frame 101, and the positions of the connecting rod 102 and the cross frame 103 are fixed. The driving unit 303 continues to apply a thrust force to the left, and the driving rod 203 compresses the stiffness element 301 and the damping element 302, so as to push the secondary slider 202 to move to the left, and adjust the lift wing 401 to a horizontal posture (i.e. 0 attack angle) after a certain distance.
(d) The normally closed locking device of the driving unit 303 is opened, the main slider 105 stops moving due to contact with the upper limit mechanism (stopper) of the frame 101, and the positions of the connecting rod 102 and the cross frame 103 are fixed. The driving unit 303 further applies a pushing force to the left, the driving rod 203 compresses the stiffness element 301 and the damping element 302, the secondary slider 202 is pushed to move to the left, at this time, the attitude of the lift wing 401 is a positive attack angle, the angle of the lift wing gradually increases with the pushing of the driving rod 203, the movement is stopped until a required angle is reached, at this time, the normally closed locking device of the driving unit 303 locks the driving unit 303, the relative position of the driving unit 303 and the rack 101 is fixed, and the position of the whole mechanism is fixed. Meanwhile, the vibration energy transmitted to the mechanism by the lifting wing 401 due to the unsteady wind load is consumed by the damping consumables in the damping element 302, so that the mechanism vibration is reduced.
The foregoing is merely a preferred embodiment of this invention which does not represent all possible forms thereof and the scope of the invention is not limited to such specific statements and embodiments. Various other changes and modifications can be made in accordance with the teachings of the present disclosure without departing from the spirit thereof and still be within the scope thereof.
Claims (10)
1. A high-speed train lift wing posture adjusting mechanism comprises a rack (101) arranged in the top area of a train, and is characterized in that the rack (101) is hinged with a connecting rod (102), the other end of the connecting rod (102) is hinged with a transverse frame (103), and the transverse frame (103) is connected with a lift wing (401); the end part of the transverse frame (103) is connected with a main push rod (104), one end of the main push rod (104) is hinged on a main sliding block (105), and the other end of the main sliding block (105) is connected with a driving unit (303);
an auxiliary push rod (201) is further hinged to the lifting wing (401), an auxiliary sliding block (202) is connected to the auxiliary push rod (201), and the auxiliary sliding block (202) is arranged in parallel with the main sliding block (105) and is connected with the driving unit (303);
a stiffness element (301) and a damping element (302) are also arranged between the drive unit (303) and the main slider (105).
2. The attitude adjustment mechanism of the lifting wing of the high-speed train as claimed in claim 1, characterized in that: the main sliding block (105) and the secondary sliding block (202) are coaxially arranged, through holes are formed in the axis lines of the middle portions of the main sliding block and the secondary sliding block, a driving rod (203) is arranged through the through holes, one end of the driving rod (203) is fixedly connected with the secondary sliding block (202), and the other end of the driving rod is connected with the driving unit (303).
3. The high-speed train lifting wing attitude adjusting mechanism as claimed in claim 2, characterized in that: one end of the driving rod (203) is provided with a step surface, and the driving rod is in limit clamping connection with the secondary slide block (202) through the step surface and is arranged in a sliding manner with the main slide block (105); the rigidity element (301) and the damping element (302) are arranged on the step surface of the driving rod (203) on the outer side of the main sliding block (105) and are parallel in axis.
4. The high-speed train lifting wing attitude adjusting mechanism as claimed in claim 1, wherein: the machine frame (101) is provided with a guide seat, and the main sliding block (105) and the secondary sliding block (202) penetrate through the guide seat to do reciprocating linear motion.
5. The high-speed train lifting wing attitude adjusting mechanism as claimed in claim 1, wherein: the rack (101) is rotatably provided with a supporting rod (106), and the other end of the supporting rod (106) is hinged with the connecting rod (102).
6. The high-speed train lifting wing attitude adjusting mechanism as claimed in claim 1, wherein: the connecting rods (102) below the lifting wings (401) are all the same in size and are arranged in parallel.
7. The high-speed train lifting wing attitude adjusting mechanism as claimed in claim 1, wherein: two adjacent connecting rods (102) are in cross rotating connection.
8. The attitude adjustment mechanism of the lifting wing of the high-speed train as claimed in claim 1, characterized in that: the stiffness element (301) comprises a helical spring, a belleville spring, a block of compressible elastomeric material.
9. The high-speed train lifting wing attitude adjusting mechanism as claimed in claim 1, wherein: the damping element (302) comprises a hydraulic damping rod, an electrorheological damper, a magnetorheological damper, a friction damper, a variable damping gas spring and an eddy current variable damper.
10. The attitude adjustment mechanism of the lifting wing of the high-speed train according to any one of claims 1 to 9, characterized in that: the driving unit (303) comprises a hydraulic cylinder and an electric screw rod.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211206908.9A CN115352471A (en) | 2022-09-29 | 2022-09-29 | High-speed train lift wing posture adjusting mechanism |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211206908.9A CN115352471A (en) | 2022-09-29 | 2022-09-29 | High-speed train lift wing posture adjusting mechanism |
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| Publication Number | Publication Date |
|---|---|
| CN115352471A true CN115352471A (en) | 2022-11-18 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211206908.9A Pending CN115352471A (en) | 2022-09-29 | 2022-09-29 | High-speed train lift wing posture adjusting mechanism |
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| CN (1) | CN115352471A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115659873A (en) * | 2022-12-12 | 2023-01-31 | 西南交通大学 | Method for evaluating adhesion performance of aerodynamic lift force and high-speed train wheel track |
| CN116882311A (en) * | 2023-06-13 | 2023-10-13 | 兰州交通大学 | Computational fluid dynamics determination method for normalized working attack angle of lift wing of high-speed train |
-
2022
- 2022-09-29 CN CN202211206908.9A patent/CN115352471A/en active Pending
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115659873A (en) * | 2022-12-12 | 2023-01-31 | 西南交通大学 | Method for evaluating adhesion performance of aerodynamic lift force and high-speed train wheel track |
| CN116882311A (en) * | 2023-06-13 | 2023-10-13 | 兰州交通大学 | Computational fluid dynamics determination method for normalized working attack angle of lift wing of high-speed train |
| CN116882311B (en) * | 2023-06-13 | 2024-04-23 | 兰州交通大学 | Computational fluid dynamics determination method for normalized working attack angle of lift wing of high-speed train |
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